Internal-combustion engine.



H. C. VERHEY.

"INTERNAL comauslon ENGlNE.

APPLICATION FILED MAY 25, 19H.

' 1,182,120. Patented May 9,1916.

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HTTa/P/vsx H. C. VERHEY.

INTERNAL coMBusTmN ENGINE.

APPLICATION FILED MAY 25.194.

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HTTOF/VEX n. c. vegan. I INTERNAL CONBUSTION ENGINE.

APPLICATION FILED IA' 2v. II. 1,182,120. PatentedMay 9 1916.

4 NIETS-SNE 3- IIIIIIII fran/Vey T nvITED` STATES PATENT )ip1a1g1-.v3f-` f 'HUIBERT C. VERHEY,V OF AUBURN, kNEW YORK.

INTERNAL-COMBUSTION ENGINE. f.

Application led May 25, 1914. Serial No. 840,813.

To all whom it may concern:

Be it known that I, HUIBERT C. VERHEY,

of Auburn, in the county of Cayuga, in the State of New York, have invented new and 5 useful Improvements in Internal-Combustion Engines, of which the following, taken in connection with the accompanying draw ings, is a full, clear, and exact description.

This invention relates to certain improvements in internal combustion engines of' the Diesel motor type in which the combustiorrgfY the fuel for impelling the piston is produced by the resultant heat of air compression by such piston. The more important objects are: First to increase the general Working efficiency and power of this type of engine. Second to obviate the necessity for high pressure oilpumps. Third z-to establish a closer regulation of the oil feed for each charge according to requirements under `varying loads and speeds. Fourth to produce a more finely divided pulverization of the oil Vand m'ore effective mixture with air at the point of introduction into the combustion chamber so as to increase the combustibility `and resultant expansive force of the fuel. jection to a vdegree of maximum power-effi- 30 ciency in the working stroke of the piston. Sixth z-to concentrate the various valves around the axis of and upon the head of the cylinder so that the latter may be symmetrically reinforced against working strains and also against warping or cracking by expansion or contraction.

Other objects and uses will be brought out in the following description.

ln the drawings, Figure l is a top plan of a' single cylinder engine embodying the various features of my invention. Fig. 2 is a side elevation of the part shown in Fig. l, the lower portion of the cylinder being broken away. Fig. 3 is an enlarged vertical section taken on line 3-3, Fig. l. Fig. v 4 is an enlarged horizontal section taken in the plane of line l--4, Fig. 3. Fig. 5 is an enlarged vertical sectional view, of the central valve mechanism shown in elevation in Fig. 3 and adjacent portion of the cylinder head in which it is mounted. Fig. 6 is an inverted horizontal section through the same valve mechanism taken in the plane of line 6 6, Fig. 5. Fig. T is a vertical Specication of Letters Patent.

Fifth to prolong the fuel in- Y Patented May 9, 1916', i

nism similar to Fig. 5, but omitting the starting mechanism. Fig. 8 is an enlarged""" vertical sectional view through the cam shaftl and adjacent mechanisms taken on line i Fig. 1. Figs. 9 and 10 are vertical sectional views of the exhaust valve and air inlet valve taken respectively in the `planes of lines 9 9, and 10-10, Fig. 4. The cylinder, as -l, isvshown. as provided with a specially designed head -2- 65 and is also provided with an inner lining 3 forming, with the outer shell, a Water jacket -4-, the lining -3- being firmly secured in place between the head and adjacent end of the outer casing to receive a piston -5 which may be connected to the crank shaft of the engine in any Well known manner for transmitting motion thereto.

The head #-2- is circular and concentric with the axis of the main body' of the cylin-v 75 der to which it is secured by bolts -6- and is preferably hollow and provided with an integral substantially rectangular shell -7- (Fig. 4) wholly -within the outer p shell and having a central opening -8- 80 vertically through the head for receiving a valve case -9-, said inner sh ll -7- be` ing provided with an air i let passage '-10- and an exhaust passage -11- located respectively at diametrically opposite 85 sides of the central vertical opening -8- and `communicating with their respective valve chambers l2- and 13- which are also located at diametrically opposite sides of the central opening 8 for `receiving suitable valve casings 14- and -15- and valves 16- and -17-.

The passages m10- and -11- are l0. cated equidistant from the center of the verl -tical opening 8- and extend horizontally 95 in parallel -lines and equal distances from-,. opposite sides of their 'respective valvel chambers -12- and 15jand terminate f in upwardly extending elbows opening' through the top of the cylindery head and-.f

communicating respectively with a screerrfya,

inlet conduit -l8- andy an .exhaust con- 1. 2. and 3, the inlets of the conduit d8-- being provided with suitable screens to exclude dust and other' foreign matter, from being drawn into the cylinder of the engine. V

The valve chambers -12- and are cylindrical and extend vvertica through the head '-1- equi-distant from the centralvertieal opening --8 and, as previouslvY stated, communicate' with their respective passages 10-- and -11-.

The valve casings -1land -15- arc/ secured in their respective chambers 1Q- and 13 e and extend across the adjacent ends of the. corresponding passages and -llto providesuitable valve seats on their lower' ends for the valves 1G- and l'i'-, the outer portions thereof being hollow and provided with ports -21- and -2:2- communicating with the adjacent passages l0-f and 1lthereby permitting the entrance of atmospheric air to the. interior ot' the chamber when the valve -16- is opened and also permit-ting the exit of the products of combustion when the valve -17- is opened. j

The valves --16- and 17 are` of substantiallv the same form and\size and provided with upwardly projecting stems 3- and `Q4- extending through and some distance above the top of the cylinder head -g-2 and their corresponding valve cases -lland The intermediate portions of the stems are guided in glands -25- and QG in the adjacent portions of their respective valve cases andtheir upper ends are provided with annularshoulders -27- and i8-d which are also guided in the upper ends of the corresponding valve case. These valves are automatically closed by coil springs -,-29*- and -30- surroundl,ing their respective valve stems between the corresponding glands -25- and .-26 and annular shoulders -27- and -28-. The upper ends of these valve stems are provided with suitable heads -31- and -32-' having concave seats in their opposite sides for coperative engagement with. suitable actuators hereinafter more fully described.

The inner shell -7- is symmetrically arranged within the outer shell of the c vlinder head i2- and spaced apart therefrom to forman intervening water-containing chamber -33- (Fig. 4) for cooling purposes. said inner shell being cored out at opposite sides 0f the valve chamber 8eand between the passages -10- and 1las shown in Fig. 4 for forming additional water-containing chambers -34,- and which communicate with the outer chamber 33- through passages B6- and also communicate with the valve chamber -8- through the passages $37- for eoolingthe valve ease. which is also provided with `a series of radial openings -38- therethrough for permitting the-circulation of the cooling agent (as water) around the oil pulverizer. valves and fuel passages which are located within the valve ease and will, be hereinafter more l`nll v explained.

'fmhisvalvecaseiscvlindrical and fitted at its upper end in a corresponding opening in the top oitheevlinder head. the lower end of thecasebeing beveled to fit against a c0rresponding seat 239- on the bottom of the c vlinder head and is provided with an inner annular v\alve seat 40M registering with an opening --llin the bottoln of the head -2- for communication with the combustion chamber of the cylinder'.

Engaged with thel valve seat -l0- is what may be termed a starting valve 'll- (Fig. 5) having an upwardly7 extending hollow stem 43- secured to the lower end of a vertically movable coupling sleeve BJK- which is guided in a hollow vcap -W- on the upper end of the valve case -9- and is secured to a hollow vertically movable head --ll-- extending some distance above the cap 5V-and is covered at the top b v a stuffing box or gland -45.

The portion of the cap 9- just above the cylinder head -2-4 is provided with a chamber -LG- having an inlet conduit -l7- and a plurality of vertical delivery ports -LS- registering with corresponding vertical passages *4Q-f in the sides of the valve case -9, said passages -l9- eX- tending downwardlyto a point in proximity to the lower end of the valve case where they communicate with radial passages -50 leading to the interior of Said valve case.

Secured to the valve. 4Q-,- is a cross head -51- fitting with an'air and liquid-tight joint the interior bore of the valve case and provided with radial passages -52 which are movable into and out of registration with the ports -50- as the valve -42- is lowered andl raised in av manner hereinafter described, said valve being normally held to its seat by a coil spring surrounding the upper reduced end of the cap -9- between the enlargedk portion thereof and the underside of the enlarged portion ofthe head JH- as shown more clearly in Fig. 5, therebv normally holding the ports -52- out of registration with the ports -50-.

The starting air may be introduced 'at will into the chamber *16- and passages --49- from what is` commonly7 known as a starting bottle or an v other reservoir containing air under high pressure .sufficient to start the engine when the high pressure air is admitted to one of the cylinders bv opening the starting valve -4Q- and thereby registering its radial ports *5'2- with the ports -50 in the valve case at which time the crank shaft of the engine will have been turned b vhand or other .means to bring the piston ot' the cylinder with which the starting valve is associated to the starting point of its working stroke.

The means for opening the starting valve again# the action of its retracting sprintr `of the engine by any suitable power-transmitting mechanism. such as a vertical shaft -5t and spiral gears 541- of such ratio as to drive the cam shaft half the speed of the crank sha tit.

Secured to the cam shaft is a cam -5S- acting upon a roller 5SL on one end of a vlever W00- which is fulcrumed at -Glon a bracket 62- on the top of the c vlinder head -`-2 and has its other end hearing upon the upper face of an annular enlargement -(3- of the valve head 44- as shown more clearly in Figs. 1. and 3. the roller m59-- heing movable axially by hand or otherwise along its supporting spindle on the lever 0- out of Contact with the cam 58- after the engine is started so as to prevent the operation of the starting of the valve when the engine is running under fuel power.

The bearings. as ifffor the cam shaft are provided with annular chambers -64- and -6-tsurromiding the adjacent portions of the cam shaft which is tubular and prr'tvided with radial openings 435- and -ti5- through one side thereof comu'mnicating with their respective annular chambers G4- and l-. the chamber -Glbeing provided with a fuel inlet conduit (36- leading from any available source of oil supply under sutiicient pressure to automatically open the valve presently described for controlling the passage of the oil to the engine.

The lengthwise opening through the cam shaft -54- is cylindrical and preferably of the same size from end to end. and in this opening is fitted a relatively stationary tubular spindle 6T- having one end secured by Screw -GS* or other equivalent fastening means to a bracket 439son the adjacent bearing -w as shown more clearly in Fig. 8. This stationary spindle is provided with an annular recess 70H and radial ports ---Tl-# communieating with the fuel inlet port -t5 and is also provided witli an additional radial port --72- in transverse alinement with the fuel deliverv port 5- so as to cause the port (357- to register with the port JQWw once during each revolution of the cam shaft for establishing communication between the interior of the stationary spindle 6T- and fuel delivery chamber -GJL- when the ports 0.3- and --72-- are so registered.

The chamber outlet conduit port Tlin chamber -9-.

6l-L- is provided with an 73 leading to an inlet the cap -9- of the valve Fig. 5, the inlet -n`74- normally registering with a radial port -75-f 1n the adjacent side of the coupling sleeve 534-. thereby establishing communication between the source of fuel supply and an oil chamber T6- in the coupling sleeve. This oil chamber 76 is formed by reducing the diameter of the lower portion of the head -llwhich registers with the ports -75- leaving the extreme lower end of the head below the chamber 476- of full diameter for screw engagement with the interior of the sleeve *ii-L said lower end being provided with vertical passages -TT therethrough normally closed by a valve -TS- seated against the underside of the ports to control communication between the chamber *76- and oil pulverizer hereinafter described.

The valve TS-- preferably consists of a ring concentric with the axis of the head ltand sleeve -3land is supported by a plurality of, in this instance three, upwardly extending rods -79- passing through corresponding openings -SO- in the head ---l4- and gland so as to protrude some distance above said gland where the upper ends are operatively connected to a Hanged collar QQ- which is supported by a coil spring -81- having its lower end resting upon the gland or stutiing box 45-. said spring being of just sullicient tension to normally close the valve against its seat and to open under pressure of the oil which may be introduced into the chamber -TG when the port- -65' of the cam shaft is registered with the port TQ- in the relatively stationary tubular spindle *GT- In this manner. the valve -78- is opened by the oil pressure to admit a definite quantity of oil to the pulverizer once in every two revolutions of the crank shaft of the engine, the ports G5- and -7:2- being so relatively arranged as to cause the introduction of such charge to the pulverizer at the beginning of each working stroke of the piston.

The oil commonly used in this type of engine is rather thick and sluggish and needs to he thoroughly broken up into very thin particles and is introduced in this finely comminuted state with air under high pressure into the combustion chamber of tl1e^en gine in the following manner:

The upper end of the hollow' stem -l3- is enlarged and secured into the lower end of the coupling sleeve 34W some distance below the valve HTS and is provided with a conical recess w83 in its upper face sur rounding the central conical projection Rlthe upper end of said hollow stem being also provided with a central air passage --S5 leading from the apex of the conical projection -8l to the interior of the tubular stem -43- and 1s also provided with a series of downwardly converging oil passages -86- leading from the basis of the conical recess -83- to the interior of. the tubular ,stem, said passages S6-.being relatively small so as to aid in p'ulverizing or breaking up the oil while the air passage -85- serves to admit air under high pressure through the point of convergence of theoil ducts for the purpose of further pulverizing oil and mixing therewith preparatory to injection of the mixture into the combustion chamber of the engine.

The lower end of the opening or duct, as 435- extending centrally through the'tubillar stem -43 terminates in divergent channels or relatively small passages S7- formed in the lower enlarged end of the hollow stem -43- which is secured centrally into the cross head -51- and forms a continuation of the valve 4Q- Q.

The enlarged lower end of the tubular stem 43- is chambered out and threaded internally to receive coaxial screw plugs -89- and -90-, the plug -89-- being arranged at the upperl end of the plug --90- and is provided with a reduced upper end threaded externally for receiving a cap -91- which is spaced a slight distance apart from the adjacent portions of the stem -43- to form the oil passage 87-. This reduced upper end of the plug S9- is provided with an annular passage -92-- having one portion thereof vertical and central and another portion leading. radially from the central portion to the lower end of the passa '-87-. The plug -89- is also provided with additional vertical passages --93- located at one side of the passage 92 and extending from the top to the bottom of the plug, said passages -93- being also of relatively small cross sectional area and have their lower ends communieating with a relatively small chamber r94 centrally in a piece of the lug.

The plug -90- is provided wit i a series of relatively small passages -95- converging upwardly from the base thereof toward the small chamber -9-1-'- with which they communicate, thereby establishing communication between said chamber Q4- and the combustion chamber of the engine.

A check valve -96- is normally seated in the upper end of the central portion of the passage -92- to control communication between the passages -92- and *953-3 said valve serving to prevent back flow of any excess from the combustion chamber of the engine into the passage S2- and permitting the delivervl of the mixture from the passage -912-7- and through the passages -93- and -'95- into the combustion chamber under a pressure higher than that produced by the piston of the engine during its compression stroke.

The high pressure air is introduced from any available source of supply through a suitable conduit 9S-- which is connected to an inlet port -99-- in the enlarged portion -63- of the head 4l- .to communicate with a central opening -100- extending lengthwise through said head and normally closed at its lower end by an air valve lOlcentrally within the oil-controlling valve -78-.

The air valve -101- surrounds the apex of the conical projection -84 of the u1- verizer to prevent the entrance of oil into the central passage -85- and at the same time permits the high pressure air to enter the same passage, said valve being provided with a stem -10'2- of reduced diameter extending vertically through the head lland also through and above the collar -82- and'is provided at its upper end with a head -103- having a central concave seat lOlin its upper face for the reception of the adjacent end of a suitable operating lever --105-. This lever -105 is fulcrumed coaxial with the lever -60- upon the same bracket -62- and has its outer end provided with a roller -106- ridiiig upon the face of a cam disk -107- on the cam shaft; 54- for opening the valve -101- against the action of a retracting spring -108- as shown more clearly in Fig. 5, said spring being interposed between the large portion -63-- of the head 44- and head .-103- on the valve rod -1OQ- and is of suiciently less tension than the spring 53 to permit the air valve -101- to be opened `without opening the starting valve -42-.

The high pressure air inlet pipe -98- is preferably made in the form of a coil surrounding the upper end of the valve case so as to allow the desired vertical movement of the head 44E- in opening the starting valve -/l2- in a manner previously described without liability of overstraining any of the connections of said inlet pipe -98- with the air compressor or source of supply for the high pressure air.

The valve mechanism shown in Fig. 7 1s substantially the same as that shown in Fig. 5 except that the starting valve and its operating mechanism is omitted, it'being necessary to use only one of the starting valves on one of the cylinders while the others may be equipped with the previously described apparatus for pulverizing the oil and controlling the introduction of the oil and high pressure air as a mixture into the combustion chamber of the engine.

The air inlet valve 1G- and the exhaust valve --17-are opened at the proper time against the action of their retracting springs'-29 and S0- by levers -110- and -111--, both of which are fulcrumed coaxial with the levers 60- and 105 upon the bracket -62- and are provided with roller bearings riding upon suitable The amount of oil admitted to the combustion chamber or to'the pulverizer is regulated automatically according to the load or speed of the engine by means of a slide valve lllmovable lengthwise of and within the stationary Spindle -GT- across the port ,--72-1 said valve having a rod or stem 115- extending through the opposite end of the spindle and provided with a grooved collar 11G with which is engaged a pair of centrifugal governor levers --117--, whereby, as the speed of the engine increases, the valve 114- will be op. erated to gradually close the ports -72- thereby reducing the quantity of oil admitted to the combustion chamber', while on the other hand, as the speed of the engine diminishes, the valve will be opened to allow the admission of a greater quantity of oil, thus v'establishing an automatic regulation of the speed of the engine.

Operation: In starting the engine, it is turned by hand or other external power sufficient to bring the piston corresponding to the cylinder upon which the starting valve is located to the beginning of'its working stroke, by which operation the valve -l2 will have been opened and the ports H52- registered with the ports -50-, whereupon the highly compressed air from an air bottle or other reservoir may be introduced into that cylinder through the passage -l9- to start or initially spin the engine after which it `works automatically in the manner previously described, the contact roller 59- heilig then moved aside out of contact with its cam 58- to prevent further operation of the valve 4Q- and to allow it to remain closed with the ports out of registration with the ports -50-. During this automatic operation. the oil under its own gravity or low pressure opens the valve 7S- only when the port p-65-- of the cam shaft is regi Vltered with its companion port T2- thus allowing the oil to lodge temporarily in the conical recess S3 of the pulverizer and at the proper time, the

' high pressure air valve #1101.' is opened to allow part of the air to pass directly through the central passage S5- and another part to force the oil from the recess S3- through the downwardly converging passages -SG- where it mingles wlth the down flowing air in the main passage lliand opens the check valve -96- to allow the mixture to pass through the ducts #93 and --95- into the combustion chamber of the engine at a time when a charge of fresh air admitted through the open valve Ithas been compressed by the compression stroke of the piston to a suiliciently high degree to develop the proper degree of heat opening said valves,'a va ve case,

for igniting such mixture, the' introduction of the mixture inw the combustion chamber being timed to correspond with the beginning of thel working stroke of the piston after the charge of pure air has been compressed inthe manner stated.

What I claim isz' 1. In an internal combustion engine of the cla-ss described, a cylinder having an atmosphere-inlet port and an exhaust port, valves for said ports, engine-o erated means for an oil pulverizer within said case having a passage therethrough check valve in said passage, said valve case having an oil passage and an air passa both leading to the pulverizer, separate va ves in the last named passa es, the valve in the oil passage being opene b relatively low oil pressure, 'engine-operate means for controlling the flow of oil to the oil passage, and additional .engine-operated means for o nin the valve in the air passage, the c eck va ve being opened by the high'pressure air only when the valve in the air passage is opened.

2. In an internal combustion engine of the class described, an oil pulverizer comprising a tube having one end provided with a conical oil-receiving recess and oil ducts con verging therefrom to the interior of the tube, said end being also provided with an air duct leading from a point above the recess to the interior of the tube at the point of convergence of the oil ducts Ithe opposite nd of the tube havingl an outlet duct leadin to the c 'linder of t e engine, and a check va ve in' said outlet duct opened by the pressure of the inflowing mixture and closing with and by the back pressure produced by the compression stroke of the piston.

3. In an internal combustion engine of the character described, a cylinder havin a combustion chamber and ya piston mova le therein, an oil pulverizer comprising an upright tube havinga relatively small assage therethrough connected by relatively smaller passage with the combustion chamber, the upper end of the tube having a conical pocket of relatively larger diameter than and co-axial with the passage through the tube with which it communicates through a series of relatively 'small passages arranged about said axis, means for depositin oil in said pocket, an addtional means or introducing air under high pressure into said pocket to bring the oil into a finely comminuted state through the several passages, and a check valve in the passage between that in the tube and the combustion chamber, said valve being arranged to open by the pressure of the inflowing mixture and to close with the back pressure from the combustion chamber of the engine.

leading into the cylinder, a

an ad itional the high 4. In an internal combustion engine of the character described, 'the combination with a cylinder having a combustion chamber and a piston movable therein, of an oil pulverizer comprising an upright tubular. member having the greater portion thereof between its ends provided with a central lengthwise passage connected at its lower end by a relatively smaller passage with the combustion chamber, a check valve in said smaller passage to prevent back pressure from the combustion chamber into the tubular lnember, the upper end of said tubular member being provided with a concentric conical recess communicating with the central passagev and also provided with a central conical projectionextending from the base to a point above the recess and provided witli a central air passage therethrough communicating with the central intro ucing oil under relatively low pressure into the conical recess, se arate means for introducing air under a re atively high pressure into said recess and into the central passage in the conical`projection, whereby pressure air causes the oil to be forced in a iinely coinininuted state from the conical recess through the several passages and into the combustion chamber.

5. In an internal combustion engine of the character described, the combination with a cylinder having. a combustion chamber and a piston movable therein, of an oil pulverizer comprising an upright tubular member having a recess in its upper end communicating with the interior of said member through relatively smaller downwardly divergent passages and its lower end connected to the combustion chamber through a relatively small passage having a check valve therein to prevent back pressure from the combustion chamber to the interior of the tubular member, a mixing chamber opening into the conical recess and provided with separate concentric inlets co-aXial with the conical recess vfor receiving air and oil, respectively, and separate valves for said inlets.

6. In an internal combustion engine of the character described, the combination with a cylinder having a combustion chamber and a piston movable therein, of an oil pulverizer comprising an upright tubular member communicating at its lower end through a relatively small assage with the interior of the combustion cliamber and having a.. portion of said passage substantially co-axial with that through the tubular member, a check valve in the co-axial. portion of said passage to revent back pressure from the combustion c iamber through the tubular member, the upper end of the tubular member being provided with a conical recess concentric witli the axis thereof, a conical projection on the upper end of said tubular member extending upwardly from the base of the recess and provided with a passage therethrough communicating with the interior of said tubular member, means for introducing oil into said recess, and separate means for introducing air under high pressure into the recess Yand through said passages and tubular member into the combusltion chamber for pulverizing the oil. passa e in the tubular member, means for T. In an internal combustion engine of the character described, the combination with a cylinder having a combustion chainber and a`piston movable therein, of an oil pulverizer comprising an upright tube having reversely arranged conical recesses in opposite ends thereof and co-axial with the axis of the tube and communicating with the interior thereof, the upper endV of the tube being provided with a central conical projection rising from the base of the recess and provided with a central passage therethrough communicating with the interior of the tube, a mixing chamber surrounding said conical projection and communicating with the recess and provided with separate inlets for oil and air, res ectively, the inlet for the air being co-aXia with the tube and provided with a normally closed valve surrounding tlie upper end of the conical project-ion, the oil inlet surrounding the air inlet and provided with a valve surrounding the air valve and adapted to be opened by the inflow of oil, and means for opening the air valve after the oil valve has been o ened and closed to allow the air to blow tie oil from the recess through the several passages and tube into the combustion chamber.

In witness whereof I have hereunto setmy hand this 16th day of May, 1914.

HUIBERT C. VERHEY.

lVitnesses:

H. E. CHASE, R. C. FULLER. 

